Apparently, Boeing’s 757 is a huge narrow body that normally seats more than 200 passengers and voyages approximately 4,000 Miles at full payload, which is the conventional middle-of-the market airplane. Originally released for the medium-haul trips that formed British Airways’ intra-European schedule, Eastern Airlines’ north-south network, and the airplane came to be valued for its capability to transport the right number of travelers on longer-haul routes. Boeing was the airplane that permitted United Airlines to release its best transcontinental service beyond New York, for instance, in addition to the aircraft that allocated Continental to start transatlantic routes to European cities, like Edinburgh or Hamburg.
Many companies have presented conversion programs for the traveler variants. The US-based Precision Aircraft Solutions had been transforming around 20 aircraft every year for the last several years. FedEx without any help operates 120 converted freighters—summing up more than 25% of its active fleet—whereas, DHL Air operates 25 airplanes. More recently, 757 freighter adaptations have gone to Chinese express carriers. China-based cargo airlines, namely, China Postal Airlines operates 6 and SF Airlines operates 27. Based on ICF estimations, demand for extra 757 conversions will attain 100 units by the end of 2025, indicating that close to half of the total 757 passenger convoy would eventually be transformed to the freighters.
Recently, Boeing was in news as the whistle-blower alleges to be examined by the Senate committee. Reportedly, the SCC (Senate Commerce Committee) is scrutinizing whistle-blower alleges that the FAA (Federal Aviation Administration) safety inspectors who investigated Boeing’s 737 Max aircraft were not suitably trained or certified. Senator Roger Wicker—Chairman of the SCC—sent a letter to the FAA asking details on whether the agency had examined those accusations or taken any measures to remedy the problem.